CN109415119B - Rotor of an aircraft capable of hovering and method of detecting the attitude of a blade with respect to the hub of such a rotor - Google Patents
Rotor of an aircraft capable of hovering and method of detecting the attitude of a blade with respect to the hub of such a rotor Download PDFInfo
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- CN109415119B CN109415119B CN201780022334.0A CN201780022334A CN109415119B CN 109415119 B CN109415119 B CN 109415119B CN 201780022334 A CN201780022334 A CN 201780022334A CN 109415119 B CN109415119 B CN 109415119B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/008—Rotors tracking or balancing devices
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/32—Rotors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/32—Rotors
- B64C27/46—Blades
- B64C27/473—Constructional features
- B64C27/48—Root attachment to rotor head
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/54—Mechanisms for controlling blade adjustment or movement relative to rotor head, e.g. lag-lead movement
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/54—Mechanisms for controlling blade adjustment or movement relative to rotor head, e.g. lag-lead movement
- B64C27/78—Mechanisms for controlling blade adjustment or movement relative to rotor head, e.g. lag-lead movement in association with pitch adjustment of blades of anti-torque rotor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D43/00—Arrangements or adaptations of instruments
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64F—GROUND OR AIRCRAFT-CARRIER-DECK INSTALLATIONS SPECIALLY ADAPTED FOR USE IN CONNECTION WITH AIRCRAFT; DESIGNING, MANUFACTURING, ASSEMBLING, CLEANING, MAINTAINING OR REPAIRING AIRCRAFT, NOT OTHERWISE PROVIDED FOR; HANDLING, TRANSPORTING, TESTING OR INSPECTING AIRCRAFT COMPONENTS, NOT OTHERWISE PROVIDED FOR
- B64F5/00—Designing, manufacturing, assembling, cleaning, maintaining or repairing aircraft, not otherwise provided for; Handling, transporting, testing or inspecting aircraft components, not otherwise provided for
- B64F5/60—Testing or inspecting aircraft components or systems
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04N—PICTORIAL COMMUNICATION, e.g. TELEVISION
- H04N23/00—Cameras or camera modules comprising electronic image sensors; Control thereof
- H04N23/56—Cameras or camera modules comprising electronic image sensors; Control thereof provided with illuminating means
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01B—MEASURING LENGTH, THICKNESS OR SIMILAR LINEAR DIMENSIONS; MEASURING ANGLES; MEASURING AREAS; MEASURING IRREGULARITIES OF SURFACES OR CONTOURS
- G01B11/00—Measuring arrangements characterised by the use of optical techniques
- G01B11/02—Measuring arrangements characterised by the use of optical techniques for measuring length, width or thickness
- G01B11/026—Measuring arrangements characterised by the use of optical techniques for measuring length, width or thickness by measuring distance between sensor and object
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01B—MEASURING LENGTH, THICKNESS OR SIMILAR LINEAR DIMENSIONS; MEASURING ANGLES; MEASURING AREAS; MEASURING IRREGULARITIES OF SURFACES OR CONTOURS
- G01B11/00—Measuring arrangements characterised by the use of optical techniques
- G01B11/26—Measuring arrangements characterised by the use of optical techniques for measuring angles or tapers; for testing the alignment of axes
Abstract
Described is a rotor (3, 3 ') for an aircraft (1) capable of hovering, the rotor (3, 3') comprising: a drive strut (6); a hub (5) operatively connected to the drive strut (6) and rotatable about a first axis (A); and at least two blades (9) hinged to the hub (5) by a rigid or elastically deformable connection so as to be able to assume a posture rotating about and/or translating along at least a second axis (B, C, D) with respect to the hub (5); the aircraft (1) further comprises a sensor device (25) configured to detect the attitude of at least one of the blades (9) with respect to the hub (5); the sensor device (25) is configured to acquire an optical image associated with the attitude of the blade (9) relative to the hub (5).
Description
Technical Field
The present invention relates to a rotor for an aircraft capable of hovering, in particular for a thrust reverser aircraft (convertiplane) or helicopter or a helicopter having a configuration derived from a conventional helicopter.
The invention also relates to a method for detecting the attitude of a blade with respect to the hub of such a rotor.
Background
The known helicopter substantially comprises a fuselage, a main rotor positioned on top of the fuselage and a tail rotor positioned at the rear end of the fuselage.
In more detail, the rotor in turn comprises a hub rotatable about a first axis and equipped with a plurality of blades hinged to said hub, and a mast connected to the drive member and operatively connected to the hub to drive the hub in rotation about the first axis.
There are several known types of rotor, each providing a different embodiment of the articulation of the blades to the hub through a rigid or elastically deformable connection.
Each blade has one or more rotational degrees of freedom with respect to the hub, depending on the type of rotor. These degrees of freedom may correspond to a rigid rotation or may be achieved by elastic deformation of the blade with respect to the hub, depending on the type of hub.
More specifically, the three rotational degrees of freedom of the blade correspond to:
-rotation relative to the hub and about a second flapping axis transverse to the hub axis of rotation; and/or
-rotation relative to the hub and about a third axis coinciding with the direction of extension of the blade and therefore substantially radial relative to the second axis, to change the pitch (pitch) angle; and/or
-a rotation relative to the hub and about a fourth drag (or lead-lag) axis parallel to and offset relative to the rotation axis and substantially perpendicular to the first flapping axis.
In this way, the angular orientation of each portion of the blade in space with respect to the hub can be determined by three angles, commonly referred to as flap angle, pitch angle and lag angle. These angles are defined between a direction integral with the portion of the blade and the second, third and fourth axes, respectively.
In a fully articulated rotor, the three rotational degrees of freedom described above each correspond to a respective rigid rotation about a second, third and fourth axis.
In addition, in a swinging or levered rotor, only the rotational degrees of freedom associated with rotation about the second and third axes correspond to a rigid rotation.
In this type of rotor, each part of the blade has:
two rotational degrees of freedom associated respectively with two rigid angles of rotation about the second and third axes; and
one rotational degree of freedom associated with the elastic rotation of the blade itself.
It is important to emphasize that each blade is hinged to the hub by one or more mechanical hinges providing the above-mentioned rotational degrees of freedom, or in the case of hingeless rotors by elastic bearings.
Alternatively, in the case of so-called bearingless rotors, the hub and the blades are made of an elastically deformable material, the flexibility of which is capable of providing the above-mentioned degrees of freedom.
The blade or the elastic bearing which may be present is elastically deformed due to the action of dynamic forces acting on the blade, for example centrifugal forces. It follows that the transverse portion of each blade can move elastically in space with respect to the hub and parallel to the above-mentioned first, second and third axes.
Thus, during operation of the rotor, each portion of the blade is elastically displaced with respect to the hub and parallel to the above-mentioned first, second and third axes.
In summary, each lateral portion of each blade has, according to the type of rotor:
up to three rotational degrees of freedom provided by a rigid or elastically deformable rotation about one or more of the second, third and fourth axes; and
up to three translational degrees of freedom provided by respective elastic deformations parallel to one or more of the second, third and fourth axes.
The totality of these degrees of freedom defines the spatial attitude of each part of the blade with respect to the hub.
Within the industry, the need is felt to determine in real time the attitude of certain blade portions of particular interest with respect to the hub, i.e. the value of the rotation angle in relation to the rotational degree of freedom and the elastic deformation in relation to the translational degree of freedom of the blade with respect to the hub.
US2014/0061369 describes a magnetic system for determining the position of a helicopter blade.
More specifically, a system for determining the position of a blade includes a plurality of magnets carried by a hub and a hall effect magnetic sensor carried by a rotor blade.
US4,583,862 describes a system for determining the attitude of a helicopter blade comprising: a light beam source disposed on one end of each blade and a pair of sensors disposed on the hub. Each sensor in turn comprises an opaque screen with a grating and a plurality of detectors placed on the other side of the screen with respect to the light source. The determination system detects the blade lag angle and flap angle based on the position of the light beam identified by the detector.
US4,465,367 describes a system for measuring the displacement of the free tip of a helicopter blade relative to the plane of rotation of the blade. The measuring system comprises a strobe light, a reflective strip placed at the end of each blade and a control unit for the strobe light. The reflection band passes through a light beam emitted by a strobe light allowing the position of the blade tip to be seen.
EP- ｃA-2778049 describes ｃA system for measuring the flap angle of ｃA rotor blade. The system includes an RVDT-type angular displacement transducer.
US-A-2013/0243597 describes A system for measuring the angular position of A blade of A helicopter relative to A second flap axis or A fourth drag axis. The measuring system comprises a plurality of elastically flexible rods interposed between the hub and the blade root and a plurality of strain gauges associated with the corresponding rods. Each strain gauge is configured to detect an orientation of the associated blade relative to the second flap axis and the fourth resistance axis when the corresponding stick is bent.
EP- ｃA-3025958 discloses ｃA prior art rotor for an aircraft capable of hovering.
EP- ｃA-112031 discloses ｃA position detector comprising: a device defining an elongated field of view, a target with reference markings affixed to a rotor blade whose position is to be detected, and a sensor scanning the field of view. The target can be in any range of positions along the field of view.
Within the industry, it is appreciated that there is a need to determine the displacement and rotation of blades of helicopter rotors with as few components as possible in order to accommodate different types of rotors, and that there is a need for minimally invasive modifications to the blade design.
Disclosure of Invention
The object of the present invention is to make a rotor for an aircraft capable of hovering that meets the above-mentioned requirements in a simple and cost-effective manner.
The above object is achieved by the present invention, as far as it relates to a rotor for an aircraft capable of hovering having the following features:
according to the present invention, there is provided a rotor for an aircraft capable of hovering, the rotor comprising:
-a drive strut;
-a hub operatively connected to the drive strut and rotatable about a first axis; and
-at least two blades hinged to said hub by a rigid or elastically deformable connection so as to be able to assume a posture rotating about and/or translating along at least a second axis with respect to the hub;
the rotor further comprises sensor means configured to detect the attitude of at least one of the blades with respect to the hub;
the sensor device is configured to acquire an optical image associated with an attitude of at least a portion of the blade relative to the hub;
said rotor being characterized in that said sensor means comprise a camera;
the sensor means comprises at least one said camera for each said blade.
The invention also relates to a method of detecting the attitude of at least one blade with respect to a hub for a rotor of an aircraft capable of hovering, said blade being hinged to said hub by a rigid or elastically deformable connection so as to be able to assume an attitude of rotation about at least a second axis and/or translation along at least a second axis with respect to said hub,
the method comprises the following steps:
i) detecting an attitude of at least a portion of the blade relative to the hub;
said step i) comprises the further step ii): acquiring, by a sensor device, an optical image associated with the attitude of at least the blade relative to the hub;
the method is characterized in that the sensor device comprises a camera; the sensor means comprises at least one said camera for each said blade.
Drawings
For a better understanding of the invention, preferred embodiments are described below, by way of non-limiting example only, with reference to the accompanying drawings, in which:
figure 1 is a side view of a helicopter with a rotor for an aircraft capable of hovering, made according to the principles of the present invention;
figure 2 is a partially sectioned side view of the rotor in figure 1, with parts removed for clarity;
figure 3 is a highly enlarged perspective view of the rotor of figure 2;
figure 4 is a top view of the rotor in figure 3, with parts removed for clarity;
figure 5 is a view of the rotor of figures 3 and 4, from below, with parts removed for clarity;
figures 6 and 7 are highly enlarged front views of some components of the rotor in figures 3 to 5;
figure 8 is a highly enlarged view from below of some details of the rotor in figures 2 to 7; and
figure 9 is a diagram showing the rotational freedom of each blade of the rotor in figures 2 to 8.
Detailed Description
With reference to fig. 1, numeral 1 denotes an aircraft capable of hovering, in particular a helicopter, substantially comprising a fuselage 2, a main rotor 3 positioned on top of the fuselage 2 and rotatable about an axis a, and a tail rotor 4 positioned at one end of the fuselage 2 and rotatable about an axis transverse to the axis a.
In more detail, the main rotor 3 comprises a hub 5, the hub 5 being centered on the axis a and carrying a plurality of cantilevered blades 9, the blades 9 extending radially to the axis a.
The main rotor 3 also comprises a mast 6 rotatable about the axis a, which mast 6 is angularly integral with the hub 5 and is coupled, in a manner not shown, to a driving member (for example a turbine) carried by the helicopter 1. In particular, the pillar 6 is hollow.
More precisely (fig. 2), the strut 6 is housed partially inside the hub 5 and is angularly integral with the hub 5 by connecting means of known type.
It is important to point out that there are various known types of rotors, each with a different embodiment for hinging the blades 9 to the hub 5.
Each lateral portion of each blade 9 has one or more rotational degrees of freedom with respect to the hub 5, depending on the type of rotor.
These rotational degrees of freedom are illustrated by way of non-limiting example in fig. 9 and correspond to:
-a pitch angle α associated with a rotation about axis B capable of varying the pitch angle of blades 9;
a lag angle β associated with a rotation about an axis C parallel to and offset with respect to axis a, capable of effecting a lag movement of blade 9; and
a flapping angle γ associated with a rotation about an axis D transversal to axes A, B and C, which enables a flapping movement of blade 9.
The above-mentioned angles α, β and γ correspond to a rigid rotation or a rotation obtained by elastic deformation of the blades 9, depending on the type of rotor 3 and the articulation of the blades 9 with the hub 5.
In the embodiment shown, rotor 3 is fully articulated, i.e. angles α, β and γ correspond to rigid rotations about respective axes B, C and D.
In the embodiment shown, the blades 9 are hinged to the hub 5 by elastic bearings 24 (only one of which is shown in fig. 3).
As a result, during operation of rotor 3, following the forces acting on each blade 9, in particular the centrifugal forces, the portion transverse to axis B of each blade 9 is also elastically displaced along axes B, C and D.
In summary, six degrees of freedom can be associated with each lateral portion of each blade 9, three of which are rotational and correspond to the values of the angles α, β and γ, while the other three are translational and correspond to displacements along axes A, B and C.
In the present description, the term "attitude of the lateral portion of the blade 9" shall hereinafter denote the value of the above-mentioned degree of freedom of a portion of the blade 9.
In more detail, the flow conveyor 10 is annular, extends around the axis a and is located on the opposite side of the hub 5 with respect to the fuselage 2.
The flow conveyor 10 has a "hat-like" shape and is delimited by two surfaces 11 and 12 axially opposite each other. More specifically, the surface 11 axially delimits the flow conveyor 10 on the side opposite to the hub 5, while the surface 12 axially delimits the flow conveyor 10 on the side closest to the hub 5.
The surface 11 is continuous and extends in a radial direction starting from the axis a with a decreasing axial distance from the hub 5.
The surface 12 has an annular shape centred on the axis a.
The surfaces 11 and 12 are joined along a circular edge 13, the circular edge 13 also being centered on the axis a.
The surfaces 11 and 12 are shaped so that their axial distance decreases when extending in a radial direction from the axis a.
As can be seen in the figures, each blade 9 extends mainly along an axis B substantially radial with respect to axis a and comprises a body 16 (only partially visible in the figures) designed to define a support/handling surface of the helicopter.
The rotor 3 comprises a plurality of connecting elements 17 fastened to the hub 5, the body 16 of each blade 9 being hinged on the connecting elements 17.
The body 16 in turn comprises two ends 20 and 21 opposite each other along the axis B and respectively in a radially inner position and a radially outer position with respect to the axis a.
In particular, the connecting element 17 of each blade 9 is substantially C-shaped and is formed by a pair of parallel arms 18, between which the radially innermost end of the body 16 of the blade 3 is fastened, and by a connecting portion 19 of the arms 18, the connecting portion 19 of the arms 18 being designed to engage a respective seat 22 defined by a plate 23 of the hub 5 lying on a plane perpendicular to the axis a (fig. 2).
More precisely, the connecting portion 19 of the connecting element 17 of each blade 9 engages a respective seat 22 of the hub 5 and makes it possible to articulate the blade 9 with respect to the hub 5.
Helicopter 1 further comprises a sensor unit 25 configured to detect the attitude of blade 9 with respect to hub 5.
The sensor unit 25 is advantageously configured to acquire an optical image of the attitude of each blade 9 with respect to the hub 5.
More specifically, the sensor unit 25 includes one or more cameras 26 (fig. 4,5, and 6).
The sensor unit 25 also comprises a control unit 28 (only schematically shown in fig. 2) programmed to process the images acquired by the camera 26 and to determine the attitude of the blade 9.
In a preferred embodiment of the invention, the sensor unit 25 comprises a single camera 26 to generate an optical image of each blade 9.
Alternatively, the sensor unit 25 comprises two stereo cameras 26 to generate an optical image of each blade 9.
More precisely, the cameras 26 are mounted on the surface 12 of the flow conveyor 10 and face towards the respective blade 9.
Preferably, the camera 26 is intended to acquire images of the attitude of the blade 9 at the connecting element 17 of the respective blade 9.
Alternatively, the camera 26 is intended to acquire an optical image of the attitude of the blade 9 at the end 20 of the respective blade 9.
In particular, the surface 12 comprises illumination means 27 to illuminate a region of interest of the blade 9 during the optical image acquisition step.
The illumination device 27 is synchronized with the acquisition of the optical image by the camera 26.
Helicopter 1 also comprises an autopilot 50 (only schematically shown in fig. 2) which generates control signals for blades 9. These control signals adjust, for example, the pitch angle a of the blades 9 according to the flight conditions and the distribution of the tasks to be performed.
In a particular embodiment, autopilot 50 receives inputs from control unit 28 including angles α, β and γ and values of the elastic displacement of blades 9 of rotor 3 along axes B, C and D, and also generates control signals based on these values.
In use, the drive strut 6 rotates about the axis a, thereby rotationally driving the hub 5 and blades 9.
The operation of the rotor 3 is described below, wherein only one blade 9 is considered.
The blades 9 change their attitude relative to the hub 5 when driven by the hub 5.
In particular, the blades 9 are rotated by angles α, β and γ with respect to the hub 5 and about the axes B, C and D.
At the same time, each transverse portion of the blade 9, for example, is elastically displaced by the action of a centrifugal force having a component parallel to the axes B, C and D.
The sensor unit 25 determines the attitude of the blades 9 during operation of the rotor 3.
More precisely, the lighting device 27 illuminates the area of interest of the blade 9 and the camera 26 acquires images of the blade 9 at the connection element 17 of the blade 9 and/or at the end 20 of the blade 9.
The image is processed by the control unit 28, the control unit 28 determining the attitude of the blade 9.
Referring to fig. 3, a rotor according to various embodiments of the present invention is generally indicated by reference numeral 3'. Rotor 3' is similar to rotor 3 and will be described hereinafter only with respect to differences from rotor 3. Corresponding or equivalent parts of rotors 3 and 3' should be indicated with the same reference numerals, where possible.
In particular, rotor 3 'differs from rotor 3 in that camera 26' is carried on plate 23 of hub 5, is housed in the space defined between plate 23 and connecting element 17 of relative blade 9, and is configured to acquire a respective image of corresponding connecting element 17.
In the illustrated case, the camera 26' is a miniature camera.
The operation of the rotor 3' is similar to that of the rotor 3 and will therefore not be described in detail.
The advantages that they can achieve are evident from the examination of the rotors 3, 3' and of the method according to the invention.
In particular, the sensor unit 25 is configured to acquire images associated with the attitude of the blade 9 with respect to the hub 5, i.e. the angles α, β and γ and the values of the rigid or elastic displacements of the various portions of the blade 9.
It follows that the sensor unit 25 is able to detect values of rotation and/or displacement corresponding to all rotational or translational degrees of freedom of the blade 9.
This detection of all the degrees of freedom of the blade 9 is carried out with a small number of parts and does not require the application of additional structures or detectors on the blade 9 that may affect the dynamic and hydrodynamic behaviour.
In addition, the sensor unit 25 operates in a non-contact manner, and thus has a high reliability.
Whether using physical hinges or hingeless, the sensor unit 25 can be easily applied to different types of rotors 3 and 3 ', for example fully articulated, semi-articulated or rigid rotors 3 and 3'.
Furthermore, the sensor unit 25 is able to detect the values of the elastic displacements of the various portions of the blade 9 with respect to the hub 5 along the respective extension axes B. These displacements represent the degree of wear and deterioration of the above-mentioned elastic parts, in the case of a hingeless solution in which the blade 9 is hinged to the hub 5 by means of the elastic bearing 24 or in a bearingless solution in which the blade 9 is hinged to the hub 5 by means of an elastic element. It follows that the sensor unit 25 is able to provide a real-time indication of the operating state of the elastic bearings 24.
Finally, the attitude of the blade 9 detected by the sensor unit 25 can be effectively used as input data for the autopilot 50 of the helicopter 1. In this way, autopilot 50 processes signals associated with rotors 3 or 3' that have a higher pass band than signals associated with the attitude of fuselage 2 and are typically used as input data to autopilot 50. Thus, autopilot 50 has better speed and accuracy characteristics than known types of autopilots commonly used in known types of helicopters.
Finally, it is also clear that modifications and variants can be made to the rotor 3 or 3' and to the method described previously, without departing from the scope of the present invention.
In particular, the sensor unit 25 may be applied to the tail rotor 4 instead of the rotor 3 or 3'.
Instead of being completely articulated, rotor 3 may be rigid, semi-articulated, rod-and-bar (see-saw), hingeless or bearingless, or in any case configured to achieve the above degrees of freedom of blades 9 by means of a rigid or elastically deformable connection different from that of rotor 3 or 3'.
The rotor 3 or 3' may be applied to a thrust reverser airplane or to a structure derived from a helicopter.
Claims (13)
1. A rotor for an aircraft capable of hovering, the rotor comprising:
-a drive strut;
-a hub operatively connected to the drive strut and rotatable about a first axis; and
-at least two blades hinged to said hub by a rigid or elastically deformable connection so as to be able to assume a posture rotating about and/or translating along at least a second axis with respect to the hub;
the rotor further comprises sensor means configured to detect the attitude of at least one of the blades with respect to the hub;
the sensor device is configured to acquire an optical image associated with an attitude of at least a portion of the blade relative to the hub;
said rotor being characterized in that said sensor means comprise a camera;
the sensor means comprises at least one said camera for each said blade.
2. A rotor as claimed in claim 1, wherein the sensor arrangement is rotationally driven, in use, about the first axis, directly or indirectly by the hub.
3. A rotor as claimed in claim 1, wherein the sensor arrangement is configured to acquire the attitude of the blade at the root of the blade;
the root portion defines an end of the blade adjacent to the hub.
4. A rotor as claimed in claim 1, wherein the sensor arrangement is configured to detect the attitude of the blade at the connection element of the blade to the hub.
5. A rotor as claimed in claim 2, comprising a flow transporter rotatable about the first axis angularly integral with the hub;
the flow conveyor carries the sensor device.
6. A rotor as claimed in claim 4, wherein the sensor arrangement is carried by the hub and is configured to acquire an optical image of the connection element.
7. A rotor as claimed in claim 1, comprising illumination means designed to illuminate the blade in use when the optical image is acquired in use by the sensor means.
8. A rotor as claimed in claim 1, wherein said blade is angularly movable relative to said hub so as to be rigidly rotatable about said second axis parallel to and offset from said first axis, or about a third axis transverse to said second axis and said first axis;
and/or characterized in that said blade is supported with respect to said hub so as to be elastically deformable parallel to a fourth axis of extension of said blade.
9. An aircraft comprising a rotor according to claim 1 and being a helicopter or a thrust reverser aircraft or having a construction derived therefrom.
10. The aircraft of claim 9, wherein the aircraft comprises an autopilot configured to generate a plurality of control signals to change the attitude of the blade;
the autopilot receives as input, in use, the attitude of the blade detected by the sensor arrangement.
11. A method for detecting the attitude of at least one blade with respect to a hub for a rotor of an aircraft capable of hovering;
hinging the blade to the hub by a rigid or elastically deformable connection so as to be able to assume an attitude of rotation about and/or translation along at least a second axis with respect to the hub;
the method comprises the following steps:
i) detecting an attitude of at least a portion of the blade relative to the hub;
said step i) comprises the further step ii): acquiring, by a sensor device, an optical image associated with the attitude of at least the blade relative to the hub;
the method is characterized in that the sensor device comprises a camera; the sensor means comprises at least one said camera for each said blade.
12. A method according to claim 11, wherein said step i) comprises the further step iii): rotationally driving the sensor device integral with the hub; and/or characterized in that said step i) comprises a step iv): illuminating the paddle during said step ii).
13. The method according to claim 11, characterized in that it comprises a step v): providing the optical image as input data to an autopilot designed to generate control signals for an aircraft including the rotor.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| EP16164552.8 | 2016-04-08 | ||
| EP16164552.8A EP3228541B1 (en) | 2016-04-08 | 2016-04-08 | Rotor for a hover-capable aircraft and method for detecting the attitude of a blade with respect to a hub of such a rotor |
| PCT/IB2017/052025 WO2017175195A1 (en) | 2016-04-08 | 2017-04-07 | Rotor for a hover-capable aircraft and method for detecting the attitude of a blade with respect to a hub of such a rotor |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN109415119A CN109415119A (en) | 2019-03-01 |
| CN109415119B true CN109415119B (en) | 2021-10-22 |
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ID=56096893
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201780022334.0A Active CN109415119B (en) | 2016-04-08 | 2017-04-07 | Rotor of an aircraft capable of hovering and method of detecting the attitude of a blade with respect to the hub of such a rotor |
Country Status (6)
| Country | Link |
|---|---|
| US (1) | US10793263B2 (en) |
| EP (1) | EP3228541B1 (en) |
| KR (1) | KR102239791B1 (en) |
| CN (1) | CN109415119B (en) |
| RU (1) | RU2724566C2 (en) |
| WO (1) | WO2017175195A1 (en) |
Families Citing this family (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110490934B (en) * | 2019-08-13 | 2022-04-19 | 西北工业大学 | Monocular camera and robot-based mixer vertical type blade attitude detection method |
| CN110562484B (en) * | 2019-09-24 | 2022-07-15 | 哈尔滨工业大学 | Hovering characteristic testing device for testing single-shaft rotor system of Mars aircraft |
| US11433996B2 (en) * | 2020-01-20 | 2022-09-06 | Lockheed Martin Corporation | Lightweight low drag rotor pitch beam |
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| CN109415119A (en) | 2019-03-01 |
| EP3228541B1 (en) | 2018-06-13 |
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| RU2724566C2 (en) | 2020-06-23 |
| US20190112038A1 (en) | 2019-04-18 |
| KR102239791B1 (en) | 2021-04-14 |
| EP3228541A1 (en) | 2017-10-11 |
| RU2018138399A3 (en) | 2020-05-12 |
| US10793263B2 (en) | 2020-10-06 |
| WO2017175195A1 (en) | 2017-10-12 |
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